Type-writing machine.



FLW. HILL/mn. TYPE WRITING MACHINE. APPLICATION FILED JUNE I5. 1916.

' Patented Mar. 11,1919. 9 SHEETS-SHEET 1.

ik@ www WM F. W. HILLARD.-' TYP'E WRITING MACHINE. APPLICATION F|LED JuNE15. 191s.

. Patented'Mar. '$11, 1919.

9 SHEETS-'SHEET 2.

,i l?? ml. i i; rg f e '1 i l vH @noem/Foz www F.5w. HfLLARD. TYPE wmme MACHINE@ .APPLICATION FILED JUNE 1.*5. 19W.

lajtendmr. 1.1, 1919.

ssHzETs-snm emnlllilll I :n uw @um F.' w. -HILLARDl T.YPEwRrTlNG' MACHINE. APPLICATION. Flu-:Q l JUNE 15.1916.

Patented Mar. 11.1919. l, s'sHEETssHEEMl f Fm @511 /L-L- tozncqs l Marum hmmm. nsmumln. o. n..

l F. w. HILL/mn.'- TYPE WRITINUG-IMAGHNE. 'i APPucATlou man Jun; 1.5.1946.

Patented Mar. 11, 1919.

- fs' SHEETS-SHEET e.'

Inns4 'uns vz.. una. 'mn c;

TYPE WRITING MACHINE. PPLlcATloN 5111011111515. 1916.

Patented Mar. l1, 1919.

9 SHEETfsHEET 7.

F. W. HLLARD.' `TYFEWRmvs MACHINE. APPLICATION FILED JUNE15, ISIIS. Y -l',296,957, Patented Ma1.11,j1919 fm1/(Paap CNW F. w. HlLL/mn.

` TYPE w'nmc MAcmNE.' A

, APLICATKON FILED JUNE l5. 1916. 1,296,957. Patented Mar. '11, 191.9.

. @nnen-to? 33213 SHOM/1213s.

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FREPERIG W. HILLARD, F TOTTEN VILLE, NEW YORK, ASSIGNOR 0F v0NIn"-HAILIE TO MARY R. HILLARD, 0F MIDDLEBURY, CONNECTICUT.

TYPE-WEITING MACHINE.'

Specification of Letters Patent.

Patented Mar. 11,1919.

Application led June 15, 1916. Serial No. 103,758.

To all whomz't may concern Be it known that I. FREDERIC IV. IIILLARD,

a. citizen of the United States, residing at Tottenvillm in the county of Richmond and State of New York, have invented certain new and useful Improvements in rl` vpe` Writing Machines, of which the following is a full, clear, and exact description. t

This invention relates to certain new and useful improvements in typewriters and is particularly directed to improvements in the i typewriter carriage and parts acting 1n consheet and the operator by so swinging the .carriage can readily tell just how much space is left at the bottom of the sheet or card.

In carrying out the above objects I provide a truck at the rear of the machine. which truck is always locked against shifting movement-s. The truck is'provided with an improved ball bearing anti-friction support and racewaysv therefor sol that the truck may 'move endwise with the minimum of friction. To this truck is pivoted a ar riagelstructure. The carriage comprises two parts, an outer non-shiftable carriage which is hinged atits rear to the before mentioned truck and which is supported at the front A of the machine upon a suitable guide way. 4o .1.

'inner paper carriage which is adapted to be Carried by this non-shifting carriage ris an shiftcdinto upper or lower case positions by the usual-shift rail. rI`he outer carriage is normally locked against a lifting movement by the guide wav at the front of the machine and this guide way is so arranged that when the carriage is in predetermined end- Wise positions, the carriage is unlocked therefrom and may be swung upward b v the operator.. lVhen the carriage is being swung upwardly, means are provided to lock the- .carriage against endwise n'iovement under the influence of the tension spring and these means areV effective regardless of the inner carriage being in upper or lower case position. I alsol provide means for locking the carriage in extreme upward position so that repairs and cleaning may be readily carried out and so that the printing ribbon may be easily and conveniently inserted in and removed from the ribbon holder.

Hy invention also contemplates an im proved friction brake for tabular use which brake is associated with the 'before mentioned truck in such a wav that the speed of the feeding movements of the truck may be reduced to any desired extent by means of pressure applied to the bearing balls by the tabulating key.

M v invention also contemplates various other detail improvements in connection with the. before `mentioned objects. which im,

provenients will be more fully pointed out. in the. accompanying drawing` specification and in the appended claims.

In the accompanying drawings. which form a part of the specification. the improvements are fully illustrated. The. machine is generally of the .well-known type of Underwood typewriter. excepting for the various modications and innirovements herein' shown and described. and it will, therefore, be understood that I haveleft out from the various drawings those parts of the machine which are unnecessary to illustrate the invention, thereby making the illustration of the various'features of invention simpler and clearer'than they would be were unnecessary parts shown.

Figure 1 is a plan view of the machine.

'Fig 2 is a side. elevation of the carriage parts shown in Fig. 1. This view also shows in dotted lines the position of the carriage when in elevated position and locked in such position.

Figs. 2a .and 2b are details of the locking device for the carriage which maintains it in extreme elevated position.

Fig. 3 is a front view of the inner paper carriage and shift rail. In'this View the outer non-shifting carriage is shown in section.

Fig. 4 is a section taken Online 4--1 of Fig. 3. ,l

Fig. 5 is a section taken on line 5-#5 of Fig. 3 showing the shift rail and .inner carriage in lower case position and illustrating one of the'locking devices for the carriage.

Fig. 6 is a. sectional view taken on the .same lines as Fig. 5 and showing the shift position on the shift rail and the full lines and bra-ke taken on line 11-11 of Fig. 10.

Fig. 12 is a view similar to Fig.- 11 showing` the brake mechanism.

Fig. -13 is an enlarged plan view of the cut away portion of the guide rail showing the manner in which the carriage may-be lifted.

Fig. 14 is a sectional view vtaken on line lll- 14 of Fig. 13.

Fig. 15 is a sectional view taken on line 15-15 of Fig. 13.

Fig. 16 is a perspective view of one of the parts of the locking device shown in Figs.

L13, 14. and 15.

Figs. 17, 18 and 19 are perspective views of parts of the locking devices shown assembled in Figs, 2, 5 and 6.

Fig. 20 is a detail view showing the number three lock in various positions which it assumes at various carriage positions.

Fig. 21 is a front view of the paper carriage in ysemi-elevated positionshowing the coperation of camming devices with the lpaper scales. lThis view also shows the co operation of certain of the locking devices.

Figs. 22 and 23 are sectional views taken on line 22-22 of Fig. 21 showing the op- 'eration of the camming members.

Fig. 24 is a perspective view of the paper feed plate and camming members thereon'.

Fig. 25 is 'a view showing a modification in which the line spacing device is located at the right hand end of the machine and in which the feed roll releasing device is adapted to coperate with the paper scales.`

Figs. 26, 27 and 2 8 are views showing modified locking devices.

Fig. 29 is a .view of the Standard Underwoodl Iypewritei showing shift rail anda part ofthe operating devices therefor.

Fig. 30 shows a side view similar to Fig. 2 but with the inner carriage in upper case y position. This view shows the action of the various locking devices when the parts are in this position.

Fig. 31' showsthe carriage in semi-elevatedpositionand with the inner carriage in lower case relation to the outer carriage and shows the action of the locking devices when in this position.

vFig. 32' shows the carriage in extreme ele- `vated position, with the inner carriage in its relative upper case position and shows how the carriage is locked in this position.

Fig. 3 is a detail view of a modified front rail to be used whenvthe carriageisto be lifted at two positions on its line travel.

Fig. 34 shows in side elevation the operation vof the ribbon camming member.

Fig. 35 shows detail views of the rear margin stop.

Fig. 36 is a detail view of one of the locking devices i. e., the number two lock. Thev shift rail is in lower case position and the carriage is swung upwardly and engaged by the locking devices.

Fig. 31 shows an abnormal condition of the parts. lThe shift rail 1s in lower case position and the inner carriage is being swung down while in upper case position relatively1 to the outer carriage. v

Figs. 38 and 39 are detail views of th notched position of the front rail ,showing certain locking conditions.

Figs. 40 and 41 are modified bearing constructions in which'rollers are used in' place of balls. These rollers are spaced apart by .a spacing ball as shown. i

In the drawings, referring particularly tov Figs. 1, 2, 4 and 30, the preferred embodiment of my invention comprises a truck 40. Extending forwardly and upwardly from thisti'uck are brackets 41 which pivotally support a shaft 42. This shaft forms a pivotal support for both the inner and outer carriage. The outer carriage which I -will v' also term the non --shiftable carriage is shown at -13 and this carriage carries rearwardly extending lugs 514 which pivotally engage shaft 12 see Fig. 1. The inner carriage also 'termed the shifting carriage is shown at 45and this carriage is provided. with suitable brackets which support studs which pivotally en age in the forward ends of the shift arms 06. The bearing in the forward end of these shift arms are closed over with caps 46?* instead ofy being kopen as in the vUnderwood machine since it is necessary that the carriage be retained in position when swung upwardly.l The opposite (rear) ends ofthe .shift arms i6 are fixed to the, ends of the shaft 12, as shown in Fig. 1.

The inner shifting carriage is adapted to be vertically raised and lowered b v any of the well known shift constructions for example as shown yin `Fig.'29 in which 4T represents 'ai partl of ythe linkage connecting with the shift'kev. 4As this mechanism is well known in the Underwood machine. further description and illustration is believed to be unnecessary. v y

T he front end of the outer carriage L3 is provided with a supporting wheel LS see Fig. 1l. which travels on the front. guide rail 49'. It. is also provided with alockiiig finger which underlies a slot 51 in upper and downwardly together.

front rail 52. This is the usual construetion.` The hlnge jo1nt at between the carriage and the truck permits the carriage to adjust itself to its position on guide rail 49 ,and prevents friction by* undue pressure,V

when it isswung up and elevated as shown in dotted lines in Fig.- 2.

The truck -LO is mounted upon the machine frame in the followingV manner. Two upwardly projecting arms 5l extend from 'the machine frame. Upper and lower race way rails and 56 are secured to these arms and are preferably adjustable to and from each other. As shown in FigsQ" and 2 and 10. the upper race way is adjustable toward thelower race way by means of adjusting screwsT. The truck 40 has upper and lower race `ways whiclrare oppositely disposed to the upper and lower' race ways in race way rails 55 and 56. See Figs. 7, 8', 9, 11 and l2.

.In th'e above race waysI utilize ball or.

roller bearings to minimize friction. I preferably use the arrangement shown in Figs. 7 8 and( 9. I use three balls to each bearing, there being four bearings in the machine,

two in each race way. The two outer balls of each bearing are of full standard size to fill the race way whereas the intermediate balls 59 areof slightly smaller diameter. The function of the small ball 59 between 4the large balls is to reduce friction by causing the bearing surfaces of outer balls to travel in the same direction instead of traveling against each other as wouldv be the case if there were only two balls in j each bearing.

The direction of movement of'the balls may be seen by referring to the arrows placed under the balls in Fig. 8.. From this figure it will appear that the engaging points between each pair of balls i. e. small ball 59 and large ball 58 moves upwardly The fact that the small balls move in a direction opposite to that in which the truck 'is feeding does notl create friction since these balls are so small that the truck cannot rest upon them.

the bearing, making a bearing loose at one point and tight at another. By putting the two balls in each bearing, particularlynf theybe spaced a little way apalt by an 1ntermediate spacer ball, Inu h better results are obtained, since if oneof the bearing balls in the bearingsldrops Vinto a little pit or hollow in the raceways, the other bearing ball in the same bearing will presumably be resting on-aperfect portion of the raceway bearings. Furthermore, by having two bearing-balls in each bearing, or eight bearing balls in all in'the four bearings, instead of four altogetheras in those heretofore in use, much more durable bearings arev pro- -vided, the weight of the truck and carriage being distrlbuted over double the number of, bearing-balls, resulting in ,greatly lengthened life inthe 4bearings over those heretofore in use. It will be understood that I may use rollers in place of balls if desired. If desired the construction shown in Figs. -10 and tl may be utilized where rollers 58n carry'the load and are spaced apart by a spacing ball 59a of less diameter than rollers 58a. In 'the clai-ms the item roller is to be considered a broad term referring to either a ball or roller` construct-ion. The balls or rollers land their retaining cage 60 move at oneshalf the speed of the movement of the truck described.

1(.Ipon the frontv of the truck 40l andV adapted to travel in unison therewith is a downwardly facing rack 61 which engages a pinion 62 carried by the ball retainer. The ball retainer has one portion 60al in the upf per race way and another portion 6()b in the lower race way. Upon the lower race way 56 I mount a second rack 63 which also meshes with pinion 62. The result of this construction is to move the Vball retainer at one half the speed of the truck thereby always retaining the balls in their proper position in the race ways and preventing whatfis known as a creeping movement. This creeping of the balls would otherwise take place where short lines of work are written foi` any considerable period of time. The balls then gradually creep out of position so that when a longer line is written they would come to the end of their line of travel before the truck had reached such a point. The

Vand carriage, as will now be ball retainer 60 causes practically no friction since it is geared to travelat with respect to the truck.

As previously explained the truck l0 has upwardly projecting arms or brackets 4l which pivotally support shaft ft2. The lift` ing or. shifting arms t6 are pinned to the ends of this shaft and the usual spring (it is coiled about this shaft to assist in lifting the inner carriage 45. second spring 65. see Fig. Q9. to assist the proper speed liftingofthe shift rail and inner carriage to I also employ a..

upper case. position. This spring is similar 'to the `corresponding spring used for the Tabulador.

The tabulator key and connecting links arelthe same as 'in the Underwood machine vand need not be described in detail.

` Referring torF-igs. 11, 12 and 35, 6T represents a pull bar operated by the tabulator key- (not shown), this rocks rocker arm 68 whichin turn swings the tabulator bar V69 rearward, and t-abulator friction bar 70 and tabulating stops 71 forward. These parts operate in substantially the same way as do the corresponding parts in thel Underwood machine. The friction bar 70 presses against `a biake leather 72 which' is carried upon the plate 66 which plate is supported upon 4and moves in unison with `the truck. The pressure against. the brake leather has the usual retarding effect upon the movei ment of the truck and in addition the pressure against .the leather tends to push the entire truck, 'particularly the `upper half thereof, forward and to thereby crowd the bearing balls 58 between the stationary race ways 55 and 56, and the corresponding race ways in truck 40. -This crowding ofthe bearing balls against their race ways constitutes an additional extremely sensitive and reliable brake, in fact amore reliable brake than the leather brake which is liable to wear. It is to be understood that I claim this feature broadly and do not 4limit its use in combination with the sliding brake. .It may be so used or the sliding brake can be omitted or it can be used in combination with otherforms of brakes. The detailed description of the operation of the tabulator need not be set forth as the action kis similar to that of the well known Underwood tabulator.

H aged carriage.

As previously set forth one of the objects of this invention resides in the provision of a hinged carriage whichv may be swung up `and maintained in elevated positionwhen desired. The elevated position of the carriage is shown in dotted lineposi'tion in' l, n ed arms T8 one of whic/h/ has an extension 79 forming a release key for the carriage. A spring S0 maintains t/le rack in engagement with the pinion 7 6. he main spring which an extent to free the rack from the escapement pinion` the carriage structures will be directly under the intluence of the main spring and will tend to move to the left unless restrained. I will now describe the locking devices which prevent such movement. There are three of these locking devices which prevent an endwise movement of the carriage under the influence of the main spring. after the rack 7 7 has been swung with the carriage up free of the escapement pin ion 76. The first of'these locking devices controls the carriage during its initial movement and will now be described.y 4 Y By referring to Fig. 1 it will be seen that the upper front rail 52 is notched as shown at 82. See also Figs. 13, let, 16, 30, 38, 39, and 40. This notch permits the nose of lock-` ing finger 50 to escape from its normal position below the front rail 52 when it `is desired to elevate the carriage. vI preferably place the notch near the right hand end of the rail but it may also be placed in other positions as hereinafter explained. The usual Underwood margin stops may be mplyed. Briefly stated these stops comprise abutment members 84 which can be set in any desired position. As ythe carriage advances a nose portion 85 of margin release lever 86 contacts with the abutment and prevents a further mvement of the carriage to the right. To further move the carriage to the right it is necessary to depress the margin release lever and -free the nose from the abutment, see Figs. 1,2, 13, 14;, 15. The extreme ri ht movement of the carriage is also limited y the rear margin stop which is shown in Fig. 10 and in detail in Fig. 35. This margin stop comprises a plate 66 which is rigidly connected with the truck 40. This late has an upwardly projecting portion 8 Suitably secured .by screws to this portion of plate 66 is an L shaped piece 88. The-screw holes in this piece are slightly elongated so that the lpiece 88 can'be set at any desired longitudinal position with respect to plate 66. The L shaped piece 88 carries dowels which coperate'withholes in shim pieces 89. By using shim pieces of different thicknesses the position of the L shaped piece 88 can be set very accurately.' lVhen the carriage movesto the right, the end 90 of the L shaped piece finally abuts against the side frame bracket 54 which supports the upper :"race ways 55 and thus .limits the eXtreme movement of thecarriage and truck. Brake leather 472 ,clears n bracket 54, see Figs.' 2

The purpose of the herein describedv ele'- ments of the back margin stop 'is to bring ticularadjustment in typewriting linachines,

because if the engaging face of the margin vjS'top be slightly too far to the right orleft d gagement with the escapement pinion 7 6.

. operator. 'I f the carriage is drawn as farthe carriage is apt'to be brought back either not far'enough .and begin the margin a letter space too far to the'left, or to be brought `.backtoo far and begin' the margin vof the' linel withinv the marginal space, making a bad looking page of writing. The shims 89 preventvthe blow of the returning movementl of' thev carriage from overcoming the fric- Ation-al .hold-ofthe screws and crowding the.

Lishapedplate 88 along' relatively to theretaining plate 66. These shims also aid in w 'manufacturing since it is practically impos- `margin. stop and vesca-pement exactly impr-.

lsible to make all -of .the parts such as truck,

changeable.' The shims and mechanism for inserting" and holding' -them overcome this defect very efficiently and quite? inexpensively. I. Assuming that the carriage is engaged under the front lrail andth'e rack 7 7 'is in en- Therefore the escapement will be under the influence of the main spring. Considerl the carriage being restored .to the'right., by the to thelrightf'ipossibleand. then released, the escapenient is so constructed'that the carriage can move back to the 'left under the influence'of'the motor spring Ifor, about one Here the escapment will be arrested bythe escapement dogcoming in contact with the escapementrocker stop. Vith my preferred arrangement the notch 82 inthe upper front. guide plate 52- is so vdisposed that vwith this condition z'. e carriage arrested by the escapement, the nose 50 will underlie the rail and there-fore it will be impossible to lift the carriage. ASlee Fig-(39. To liftlthe'v carriage it is necessary A that the carriage be forced slightly to the right against the rear margin stop. IVith this condition the'parts will assume the position show-n in Figs. 38- and 13 and it will :be possibleto lift the carriage-since the retaining finger 50 is now under'the open port-ion ofthe slot 82.

movementconsistsof the side 92 'of the nose 50 andan end 93 of the slot 82, see Figs. 13,

ment with the'beveled end of the slot and when inthis position'anoth'er lock must be employed to. prevent an endwise movement/ of the-.carriage under the in-iiuence of the spring. -This lockI call' the number two lock and itis so arranged and timed that it comes into action before the first mentioned l lock z'. e. the number one lock has ceased -80 acting.

I will now describe this lock which I will term the number two lock. In the usual Underwood construction the shift'rail y95 is adapted to be lifted from lower case to up- 85 vper case position by means of the shifting devices shown 'at 47 in Fig. 29 and which connect with the shift keys in the usual manner. vCooperating with the `shift. rail is alocking finger 96 and a guide Wheel' 97 wliichai'e suitably connected with a bracket extending downwardly from lthe inner carriage' as shown in Fig. 29 and similar to the usual Underwood construction. These p'arts I employby modifyinr them slightly to act as the number two loc The locking finger 96 locks the carriage down upon the shift rail and in order to permit the carriage to be swung upwardly I cut away or flatten a portion of the end of the shift rail as shown at 98'in Figs. 2, 3, 5, 6, 35, 36 and 37. The length of this flattened portion of the shift rail and its position thereon'is such that the carriage cannot be lifted except at the time the first mentioned .lVhen the carriage is swung upwardly this lug is adapted to engage the edge 100 of a struck up plate which is carriedvby one ofthe frame members. See Figs. 5, 17, 18; vThe parts are so arranged that lug 99 comes into cooperation with the edge 100 of the plate before the face 92 of nose 50 has passed out of engagement with the end 93 of the front rail 5'2. It. will be understood that with the lug 99 so engaging edge 100, no J ndwise movement (to the left) o-f the carriage can take place. Upon. further upward` movement of the carriage the lug 99 passes behind an upwardlyextending ear 101, standing in the same plane as edge 100. See Figs. 17,'30 and- 36. Fig. 36 shows the carriage being lifted with the shift rail'95 in lower case position and with 'lug 99and the edge of the locking finger engaging the ear 1,01', the inner carri being in its lower case relation to the outer carriage. It will be apparent that with this conditionA of parts there can no endwise movement of the carriage under the influence of tlie main spring. Fig. 6 shows a somewhat snmlar locking condition vbut. with the shift rail lifted and the inner carriage in substantially uppercase level. Here again the lug effectually prevents an endwise movement of the carriage. The dotted line position of the parts illust-rates their normal position with the icarriage-and Shift rail in upper case position but with the lug clear of the locking plate. Figs. 6, 35 and 36 will illustrate that regardless of the carriage position z'. e, upper or lower case, the number two lock, as shown, will be effective to prevent an endwise carriage movement under the influence of the main spring. This condition continues until the carriage passes under control of the number three lock which it will be understood is my preferred construction.

In restoring the. parts downwardly z'. e.,

swinging the carriage to a4 position to engage the shift rail it is desirable that the l engagement be made with a minimum of friction and interference. I accordingly bevel the top edge of the ear .101 as shown atj102. This may act as a cam and properly guidel the locking finger 96 and lug 99 to one side of the ear 101. I have also found that the edge of guide wheel 97 interferes with the side of the shift rail 95 during the restorlng movement when the shift rail 1s in upper case position. I accordingly pro-- vlde a roller 103 on an extenslon of the `locking finger, see Fig-18. This roller 1s adapted to engage the top of the rail and hold the inner carriage .in its upper case position whereby the guide wheel moves over on the top of the shift rail without interference. Binding between the guide wheel and the shift rail is thus prevented when the shifty rail is in. upper case position. The function and action of roller 103 when the shiftrail is in upper case position is (upon the downward swinging movement of the carriages)` to arrest the inner carriage in substantially upper case level. The outer carriage completes itsflownward movement to normal position', the. roller 103 serving to produce a relative movement between the inner -and outer carriages until the inner carriage takes an upper case positionwith respect to the outer carriage? lVith certain abnormal conditions ofparts which rarely1 occur in practice. 1'. e. with inner carriage 1n upper case posltlon and shift rail in lower case position, I have found `there isa possibility for the locking finger `to slide overand ,lock on the top of the "shift rail. l*I provide the shift rail'devices'lvwith a To prevent such an occurrence.

'tmngfuev 104 which extends over the ton `of `position in Fig. ,32.

the shift rail, at the extreme right thereof. See Figs. 19 and 36.v This tonguel prevents the downwardlyv extending end of 'the-locking linger from engaging entirely vbehind the shift rail and so holds the parts "that 1f the shift rail is elevated bya depression of the shift key the rail will act as a. cam and force the locking linger forward to a position in which it can clear the shift rail and drop to the normal position as shown. n1 dotted lines in Fig. 6.V Any slight'-jarr1ng of the carriage will also restore theldcling finger to its. proper normal position.

The number one and number two locks just described areentirely ineffective to restrain the endwise movement of the carriage. This is shown `clearly in Fig. 30 which shows nose 50 clear and free to move under the lrail 82 and lug `100 of the number two lock clear of the locking edge This condition is true for either lower or upper case carriagepositions the latter being shown in' lthis view. As" previously .pointed out however if the carriage is lifted the number one lock vwill first come into action; Thereafter the number two lock will act before the carriage is released fromthe number one lock.

g Number three Zoe/c. i

Referring to, Figs. Algand- 3Q/.itl will be seen that after the carriage.` is lifted` to a certain extent the 1ug99 and the end of locking finger 96 will pass beyond the control of ear 101 andthe carriage therefore unless lit is restrained vwill be drawn-to the takes place sinceshift arms -16are-rigidly 4 securedy to the shaft.

Locking `finger ordog 10o 1s rocked rearwardly 1n unisonwith the shaft and 1s adapted to move mtocoperation witha restraining arm 106. .A See dottedAJ line position'of the dog Iin Fig..20 andfalso two becomesfineffective toy restrain the carriagethe dog 105 'will engage lthe side of the restraining arm 106 andsincethe restraimngarm .1s fixed 1n positlonon fixed race wav rail 55 movementzof the carriage tothe left under theinfiuence` of the spring willbe prevented. v 1 z The above locks` numbers-,one-LL two andthree eifectually. restrain thecarriage Before lock number agalnstendwise movement during any point T ietwat.

A. in the lifting-of the carriage, about their hinge ivot butv at the `same Itime are entirely ineieetive'jwhen the carriage is in normal'upper or. lower case writing position. I

Fig. shows the\condition of lock num- 'berthree With'the `carriage in upper case Writing position. iWhenrn this position shaft 42 has been rocked to "a slight extentv but dog 105 is still clear of the' restraining arm 106.

Back 2007s.

. upward about the pivot 42 this. rod contacts with the upper beveled cam edge of a stud 111 which 'is secured to righthand framev backetsl. It willbe understood that the ijler carriage as it is elevated is in lower clase position, maintaining this position "by i avity. This is shown by Fig. 31v and the otted line position of parts in Fig. 32. A further rearward movement of the carriage through the contact of rods 10S-with the stud 111 cams the inner carriage from lower case iosition to upper case position as shown by'.

the full lines in Fig. The rod 108 finally `snaps into a recess 110 in'stud 111 and thereby maintains the carriagem upper locked position. The above described /camming movement of the carriage from inner /to upper case position is of decided advan/t'age in that when the carriagejis iinally locked up in raised position both inner and outer carriages are in ei'ect locked together. l`When so locked the inner carriage and platen roll are held rigidly and do not yield or vibrate. l Erasures can then'bereadily made and re- -pairs and cleaning of the machine by they operator or repair man can be readily carried out. It will be understood that the rod 108 has sulicientresiliency to spring into place. in the recess 110. To lock the carriage up the operator merely-lifts the carriage'until the rod `catches and to lowerl the carriage a forward pull vwill disengage the rod from the recess. A It may be desirable to strengthenor weaken the back lock. This is done by the` insertion or removal-of one or more. washers 112, see Figs. 2a, 2b.:and 31.

'Papelq feed `roll gua/rds.

The paper feed rolls and theirmechanism are similar to those used in the Underwood n'ia'clfiiine.l 'ReiherringA particuliii'ly .to Figs,

21, 22,.;23g'24 andf34', 115 4represents the paper feed plate and 116 are-the usual paper scales in the Underwood machine. These paper' scales are usually spring. pressed-toward platen rdll -117 and 'onacooimt 'of their posltion there will be interference between them and certain, of Vthe Apaper feed rolls 118 and the ,supporting structure, therefor when the carriages are being sWungdown-,s

` wardly about their-'hinge pivotsvatf42/In -order to prevent such interference I provide-a camming member 119 on feed plate 115. This. cammingmember is so disposed `laterally on'the plate that upon thecarriage belng depressed it will for the paper scale 116- back as shown in Fig. 22. l This camming member 119 in this Way prevents .mutilation of feed roll 1'18, bending of the Daper scale and friction and interference.'

I have also found that interference is apt to occur between the paper clip 120 and the .ribbon 121 during the downward-movement of the carriage from raised position, see Fig. 34. The printinglcylinder is normally in close proximity to the ribbon holder v122 and the ribbon 121 is held between the printing cylinder and the holder. The lower end 123a of the paper clip lis bentslightly 'outwardly awayfrom the cylinder in order that the paper advancing from beneath the curved retainingr plate 115 will be sure to feed in between the printing cylinder and the paper clip. Therefore in case the paper clip is in line with ther ribbon holder, when the carriage is being lowered, as may be the( case, the end 123a of the paper clip is apt to slide in between the ribbon holder and the ribbon, and pull and` tear the ribbolrthus making the machine inoperative.

Inorder to obviate the above diiiculty, I provide a camming projection 123 on the feed plate which is adapted to force the rib- .bon back away from the curved end 12.a

of the `pape-r clip, see Figs. 12, 24 and 34. In certain cases as will hereafter be pointed out, the camming projection 123 is located at both ends of the 'feed' plate.

' I preferably providethe -paper-,feed plate 115 with one or more slots 124. rThese slots.l enable the operator, by swinging the carriage to or toward its raised locked position, to inspect the work in the machine and determine how much space is left for Writing when approaching the end of the sheet orcard. -These'jnspection apertures are of considerable utility in general. Writing and in tabulating workand on cards, etc., as they 4enable thev loperator to tell at all times justl how much space is left yfor writing without removing the paper or card or feedingit forward or backward. They are partielllarly advantageous whenemployed in combination with the .herein -abovedescribed means .for locking the carriage back on its --130 raised position, for then the paper or card may be inspected throughout the entire length of the slots 12-l,'for a considerable distance below the printing line. I am aware that slots such as 121 have been employed heretofore and I accordingly make no broad claim to such slots.

15v to the forward lends of slots 124, which is But my herein described. construction differs from thatheretofore .employed in` that in my structure the paper feed rolls 118 are spring pressed against the printing platen at a line -in advance of the front ends of slots 124;.`

See Figs. 22 andil 23. Hence in my here-in .described stru' ture the paper or card is under control of ie. rollers 1 18 even when fed not true of the pi'iior-devi/ces. Hence my device'is an improvement over prior ones and I claim it as such.

I also contemplate usingmy improvements with a right hand line space device 125 (Fig.

129 areftransposed from their position at the rightof the vmachine which shows the usual Underwood constijuctioijgtasfshown in 'Figs 1 tol and 25 to 32. "tothe leftasshown 1 in Fig. 25. Thenin this position part 129 will interfere with vthe paper yScale 116 when 'the carriage is lowered. I accordingly projvide a. shoe or canimember 130 on the end of 128 which is adapted to cam t-hel paper scale116 outwardly upon the lowering of the carriage )as shown by the dotted lines in.

Fig. 25.

It. will be understood .that I do not wish to limit my invention to a construction in A which the" carriages can be swung about their hinge pivot l2 *only when in right hand posit-ion. Thi` carriage can be swung up when in extreme rifjitor in extreme left( positions vor l both as desired. When so constructed the l upper front rail 52 is provided with an additional slot 82a at the left as shown in Fig. 33. lVhen this is done it is necessary to change the location of camming members 119 and 123 on feed plate 115 if the. releasing slot 82a be used exclusively in raising the carriage. .Or preferably7 these members are duplicated 'at bothends of the feed plate 1 15, then the carriage can be lifted at either end ofl its .line of travel'-through slot 82 or 82s. B v so locating the camming members all interference with the paper scales and ribbon Jwill be prevented. It -.vill also be preferable to provide the shift rail with a. flattened portion at the left hand end similar to flat spot 98 on the right hand end as shown in Fig. 3.

`IVith .the left hand position for lift-ing it is necessary to change the locking finger k96 prevent feed ofthe carriage to the right.

It is to be understood that I do not limit my invention to a use in connection with a"l eser .amuseer corr lfrom a right to a 'left hand construction as shown in Figs. 2G and-27 respectively. Or

the right of the carriage when theleft hand release is used and the carriage lifted at the end'of the line, since otherwise in restoring the carriage the number one lock might descend out of alinement with the notch in the front locking rail, and .various other interferences would occur.. The various other substitutions necessaryfor a change from left to right need not be described in more detail since these changes will readily'occur to'those skilled in the art. But in effectthe locks would-change .-fromleft hand locks, as shown in Figs. 1 and 2. to right hand locks; the locks in Figs. 1 and 2 being intended to prevent feed of the carriage to theV left, the corresponding right hand locks to truck for supporting the rear of the cal-l riages. desired the regular Underwood rear track may b e used Ias shown in Fig. 29.

Other substitutions and changes will readily occur to those skilled intheart. and my invention is more particularly set forth in the n appended claims.

1. In a .typewriting machine, in combination, a carriage support at the rear of the machine. a carriage structure pivotally mounted thereon andsupported at the frontv on a guide rail, and a locking means to prevent'an endwi'se movement ofthe carriage under the influence 4of the motor spring, said locking means being ineffective when the carriage structure is in normal operating position on the guide rail and becoming effective as the carriage iS raised therefrom.

In a .typewriting machine, in combination, with a carriagestructure of the visible`.

type. a truck at the rear of the machine to form a traveling support for the carriage, a pivotal connection` intermediate the truck and the carriage wherebythe carriage ina7 be pivotally swung upward yabout the. truck,

and locking means to prevent an endwise movement of the carriage under the influence A of the motor spring when the said carriage is being swung upward.

3. In a front strike typewriting machine, a carriage structure having a pivot mounting at the rear thereofto permitthe carriage k ating lock o maintain the said carriage in elevated l position, said carriage when in said elevated position tending to swing downwardly to writing.position under the influence of gra\' ity and said lock being adapted to prevent the said swinging movement and a lock to prevent the endwise movement of the carriage under the'inluence of the main spring when said carriage is in its elevated position.

4. In a front strike typewriter. in combination, a carriage structure adapted to .be pivotally supported at its rear and to be supported and engaged by a locking rail f at the front of machine, and means for permitting said carriage structure to be swung "1. about its pivot, said means comprisinga notched portion of the locking rail and a plurality of locks for preventing an endwise movement of the carriage under the influence ofthe motor spring during the swinging movement of the carriage.

5. In a front strike typewriter, in combination, a carriage structure adapted to be pivotally swung upward from one or more predetermined endwise portions in its normal position of engagement with a front guide rail, a lock adapted to cooperate with 'the carriage structure and maintain it in elevated position against the action of gra-rita.- .e c

6. In -a frontl strike' typewriter. in combination, a carriage structure adapted to be pivotally swung upward from its normal position of engagement with a front rail. a front locking rail adapted to prevent the said upward swinging of the car.

riage except at one or more predetermined for preventing the endwise movement of the carriage during its upward swinging movement.

I 7. In a typewriting machine, in combination, `with a carriage structure which is adapted to swing upwardly about a pivot at its rear from a normal position of 'rest upon a front guide rail, a front rail adapted to engage a projection from the carriage structure and preventits being lifted, a-

notched portion in said rail to permit thelifting ofthe carriage at a predetermined endwise position thereof, al lock associated with the front locking rail to prevent endwise movement of the carriage during its 'initial movement away from the guide rail, a second lock adapted to prevent endwise movement of the carriage after it has passed 8. In a front sV rike typewriting machine,

adapted L'to cooperate with the usual guide.

and locking rails at the front of the machine when in normal position, and locking means for preventing an endwise movement of the carriage under the iniluence pf the motor spring when the carriage is swung upwardly out of control of the escapement.

9. In a front strike typewriting machine, in combination, a carriage structure having a pivot mounting at the rear thereof to permit the carriage to be swung upwardly from its normal operating position upon the front guide rail, and a plurality of overlapping and successively acting locks, lsaid locks beingl normally ineffective and becoming effective at different points in the upward swinging of the carriage.

10. In a front' strike typewriting machine` in combination, a carriage structure having a pivot mounting at the rear thereof to permit the carriage to be swung upwardly from its normal operating position upon the front guide rail, and a plurality of overlapping and successively acting vtive to lock the carriage against endwise endwise posltions of the carriage, and means movement under the influence of the motor spring, the irst of said locks becoming effective before the carriage has passed from the control of the escapement and the succeeding locks each becoming effective before the carriage has passed from the control of the preceding lock.

[12. In a typewriting machine, in combination, a carriage structure of the visible ty'pe having a pi'vt\mounting at the rear' thereof to permit the carriage to be swung upwardly from its normal operating positionupon the front guide rail, a plurality off-locks to prevent endwise movement of the carriage under the inliuence of the mo- Jcor sp ingone of said locks being associated with 'f he front locking rail` said 'lock being normally ineffective and becoming effective before the carriage has passed from the control of the elescapement,` a` second of said tioned lock, anda third lock associated with the shaft forming the pivot mounting for the carriage, said lock being normally ineffective and becoming effective before the carriage has passed from the control of the second mentioned lock.

13. In a typewriting machine, a carriage structure which is adapted to be pivotally swung upward from its normal operating position said carriage structure comprising an inner shifting carriage and an outer nonshifting carriage, locking means for retain-V ing said carriage structure in elevated posit-ion. said locking means being adapted to prevent the shifting of the inner carriage in the outer carriage when in elevated locked position. L l 14. In a typewriting machine, iii combination, a carriage structure which isadapted to be pivota'lly swung upwardly from its` normal operating position, said carriage structure comprising an inner shifting carria-ge `and an' outer non-shifting carriage,

and locking means for retaining the carriage v structure in elevated position, said lockingA means being adapted to lift the inner carriage ward movement of the carriage whereby the carriage normally tends to fall by gravity toward operatiii position, and locking means to retain tie carriage in elevated position against the influence of gravity.

16. In a typewriting machine, in combi.- nation, a shiftable carriage, said carriage being pivoted at the rear thereof and adapted to be bodily swung upward about the. pivot from its normal position -of rest upon a front guide, a shift rail, aguide roller car-l ried bythe carriage and adapted tov support the carriage upon the shift rail anda second roller adapted to Contact with the shift rail when the latter isili upper case position and guide the first mentioned roller intoV position` upon the downward swinging movement of theA carriage.

lfqIn a typewriting machine, in combi nation,` a shifting carriage, a "shift rail therefor, a locking finger and guide roller normally supporting the shiftable carriage on the shift rail, said means comprising a cutaway portion onsaid rail whereby the locking finger vcan clear the shift rail in a4 predetermined endwise carriage position, and -a. pivotal Support for the carriage to permit an upward swinging of thegcarriage upon its disengagement'from its normal position of coperation with. the-'shift rail.

18. In a front-strike typewriting machine,

carriage may be pivotallyswung upward and a second roller carried by the carriage and adapted upon the downward movement .of th'e carriage, to engage the shift rail and permit the guide roller to engage thereon when the shift rail is in upper case position.

19. In a typewriting machine, in combination with a pivoted visible writing shiftable carriage, la shift rail, -a lockingy finger projectingv ldownwardly from the `carriage and normally engaging under the shift rail,

a tongue associated with the shift rail' and extending thereover, said'l tongue ,"being adapted to abut against the locking finger and to preventsaid finger locking over the top of the shift rail as it is being restored to normal position, substantially "as described. c

20. In a typewriting machine, in combination, a carriage, carriage propelling power means and an escapement to normally control t-he carriage, said carriage being adapted to be lifted to an elevated posit-ion, and when `so lifted to bel released fron/i the escapement, and locking. means brought into operation by' the lifting of the carriage to control the carriage against movement underthe iniiuence of the propelling powerwhile the carriage is out of control of the escapement. y

' 21. In a ltypewriting machine, in'co'mbination, a carriage, a carriage main spring and an -esca-pement to normally controlthel carriage, means for normally lockingl the lcarriage-down in its operative position, said carriage being adapted to be lifted Vto an elevated position at a predetermined point and when so lifted to be released from the escapement, and lockingmeans at said predetermined position to control the movement of the carriage under the' infiuence. of the(r vmainspring while the carriage is iiftefi out of control of the escapement.

' In testimony whereof I aiiix my signature i izo e in the presence of two subscribing witnesses.

c FREDERIC W. HILLARD. 'VVitnessesz e e FELIX THOMAS, e JOHN P. V. MoGmRn; 

